Ship maneuvering and battle tactics trainer



April 8, 1952 w. L. MOREY ET AL 2,591,715

SHIP MANEUVERING AND BATTLE TACTICS TRAINER Filed Nov. 2, 1945 18 Sheets-Sheet 1 INVENTORS WILLIAM L. MOREY ROBERT A. TAYLOR ATTORNEY April 1952 w. L. MOREY ET AL 2,591,715

SHIP MANEUVERING AND BATTLE TACTICS TRAINER Filed Nov. 2, 1945 18 Sheets-Sheet 2 e9 59 FIG. 3. 60 59 f v INVENTORS WILLIAM L. MOREY ROBERT A. TAYLOR BY LAMA WK ATTORNEY April 8, 1952 Filed Nov. 2.

W. L. MOREY ET AL SHIP MANEUVERING AND BATTLE TACTICS TRAINER 18 Sheets-Sheet 3 Hllllllll H FIG.

INVE NTORS WILLIAM L. MOREY ROBERT A. TAYLOR ATTORNEY W. L. MOREY ETAL SHIP MANEUVERING AND BATTLE TACTICS TRAINER April 8, 1952 18 Sheets-Sheet 4 Filed Nov. 2, 1945 FIG.

IIIIIIII/J WILLIAM L. MOREY ROBERT A. T-AYLQR BY Q/L/ WUK ATTORNEY A ril 8, 1952 w. 1.. MOREY Ef AL SHIP MANEUVERING AND BATTLE TACTICS TRAINER l8 Sheets-Sheet 5 Filed Nov. 2, 1945 FIG. l3.

FIG. I2.

FIG. I5.

l NVENTORS WILLIAM L. MOREY ROBERT A. TAYLOR FIG. I4.

ATTORNEY April 8, 1952 w. L. MOREY ET AL SHIP MANEUVERING AND BATTLE TACTICS TRAINER l8 Sheets-Sheet 6 Filed Nov. 2. 1945 INVENTORS WILLIAM L.MQREY ROBERT A. TAYLOR BY 1 ATTORNEY April 8, 1952 w. MOREY ET AL 2,591,715

SHIP MANEUVERING AND BATTLE TACTICS TRAINER Filed NOV. 2, 1945 18 Sheets-Sheet '7 IIIIII llll INVENTORS WILLIAM L. MOREY ROBERT A- TAYLOR ATTORNEY W. L. MOREY ETAL SHIP MANEUVERING AND BATTLE TACTICS TRAINER 18 Sheets-Sheet 8 Filed Nov. 2, 1945 FIG. 22.-

INVENTORS F I 6. WILLIAM L. MOREY ROBERT A. TAYLOR ATTORNEY April 1952 w. MOREY ET AL 2,591,715

SHIP MANEUVERING AND BATTLE TACTICS TRAINER Filed Nov. 2, 1945 18 Sheets-Sheet 9 FIG. 24.

FIG. 25.

FIG. 26.

INVENTORS WILLIAM L. MOREY ROBERT A. TAYLOR BY \MLW ATTORNEY April 8, 1952 w. MOREY ET AL SHIP MANEUVERING AND BATTLE TACTICS TRAINER l8 Sheets-Sheet 10 Filed Nov. 2, 1945 ATTORNEY April 8, 1952 w. L. MOREY ET AL SHIP MANEUVERING AND BATTLE TACTICS TRAINER l8 Sheets-Sheet 11 Filed Nov. 2, 1945 l NVENTORS WILLIAM L. MOREY ROBERT A. TAYLOR BY ATTORNEY A ril 8, 1952 w. MORE! ET AL 2,591,715

SHIP MANEUVERING AND BATTLE TACTICS TRAINER Filed Nov. 2, 1945 18 Sheets-Sheet 12 FIG. 30. zeq 33 ZIO :I'

m a a o W L V// //////////////////////////////A INVENTO RS WILLIAM L. MOREY B LW ATTORNEY April 8, 1952 w. MOREY ETAL 2,591,715

SHIP MANEUVERING AND BATTLE TACTICS TRAINER Filed Nov. 2. 1945 18 Sheets-Sheet l3 WILLIAM L. MOREY ROBERT A- TAYLOR ATTORNEY FIG. 37.

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SHIP MANEUVERING AND BATTLE TACTICS TRAINER Filed NOV. 2, 1945 18 Sheets-Sheet 14 3|o 30a 332 a 322 3l6 30 FIG. 40.

I I A INVENTO RS WILLIAM L. MOREY ROBERT A- TAYLOR F I 6 0 a ATTORNEY Apnl 8, 1952 w. L. MOREY ETAL SHIP MANEUVERING AND BATTLE TACTICS TRAINER Filed Nov. 2. 1945 18 Sheets-Sheet 15 45-;- 4 #43 t4 F I6. 42. 345 34 INVENTORS WILLIAM L. MOREY ROBERT A TAYLOR ATTORNEY W. L. MOREY ET AL SHIP MANEUVERING AND BATTLE TACTICS TRAINER April 8, 1952 18 Sheets-Sheet 16 Filed Nov. 2, 1945 FIG. 46.

FIG. 47.

INVENTORS WILLIAM L. MOREY FIG. 48.

ROBERT A. TAYLOR ATTORNEY April 8, 1952 w. L. MOREY ET AL SHIP MANEUVERING AND BATTLE TACTICS TRAINER l8 Sheets-Sheet 17 Filed Nov. 2, 1945 Jill/II/IIIII/Il INVENTORS WILLIAM L MOREY ROBERT A. TAYLOR BY XM r? El I I8I FIG. 50.

ATTORNEY A ril 8, 1952 w. L. MOREY ET AL SHIP MANEUVERING AND BATTLE TACTICS TRAINER Filed Now 1. 2, 1945 18 Sheets-Sheet 18 Nov www

INVENTORS WILLIAM L. MOREY ROBERT A. TAYLOR NOm ATTORNEY Patented Apr. 8, 1952 SHIP MANEUVERING AND BATTLE TACTICS TRAINER William L. Morey, Melrose, and Robert A. Taylor, Newburyport, Mass.

Application November 2, 1945, Serial No. 626,416

(Granted under the act of March 3, 1883, as amended April 30, 1928; 370 0. G. 757) 41 Claims.

Our invention relates to training apparatus. It has to do, more particularly, with apparatus for use in teaching ship maneuvering and battle tactics.

The apparatus we have provided is for use in shore based schools for the training of ofiicers and combat intelligence center teams in ship maneuvers and battle tactics for torpedo attacks, surface gunnery, laying smoke screens, convoy shielding, and similar ship problems.

Throughout the following specification we shall employ the term combat intelligence center or CIC. The combat intelligence center on a United States Navy warship is that center or plotting room aboard the ship to which all information from various ofiicers and teams throughout the ship, that is necessary to plot and execute the proper maneuvering of the ship and to plan and execute the battle tactics of the ship, is conveyed. So far as 010 training is concerned, the use of the apparatus of our invention is virtually the equivalent of permitting practice with two ships at sea, one representing an enemy ship and the other the operators own ship.

Prior to the development of our invention, there was a need for synthetically producing on a plotting table or tracer the relative movements and tracks of both an imaginary ship and an imaginary target, each proceeding independently of the other under different combinations of rudder angle and speed as selected by the operator of the control for each, all in the manner of one conning a ship. It was also recognized that it was desirable for the possible ship's tracks, so indicated and traced, to conform as to maneuverability to the patterns characteristic of an average USN ship, for example a destroyer.

Prior to our invention, oificers afloat were acutely aware that shipboard CIC practice work was greatly hampered by inability to practice realistically, and to improvise precision attack methods capable of duplication at sea under actual battle conditions.

It is the general objective of our invention to provide apparatus which will continuously indicate in miniature on a plotting surface the relative movements and resulting tracks of both an imaginary ship and an imaginary target, each proceeding independently of the other under difierent combinations of rudder angle and speed as selected by the operator of the control for each, all in the manner of one conning a ship. Furthermore it is another objective of our invention that the possible ship's tracks so indicated by our apparatus will conform, as to maneuverabllity, to the patterns characteristic of and average USN ship, such as a destroyer. In short, it is the objective of our invention to produce equipment that will:

1. Permit simulation of the maneuvering of two ships.

2. Permit the control of such maneuvering of each ship to be accomplished under conditions realistic of those afloat, namely, by manipulating either the rudder angle indicator or the speed indicator, or both.

3. Permit such maneuvering of each ship to be within the limits and in pattern characteristic of a typical USN destroyer.

4. Permit such maneuvering of each ship to be indicated in a greatly reduced scale on a plotting surface which shows the relative positions of the two ships.

The preferred embodiment of our invention comprises electro-mechanical apparatus which includes units of two types. One of these units is a double plotting or tracing table and the other a control unit.

The double plotting or tracing table is of such a nature that the relative positions of two ships will be indicated simultaneously on a horizontal plotting surface. Also, the tracks made by these ships may be plotted on such surface. The horizontal plotting surface consists of a translucent plate beneath which lights of different characteristics, indicating an imaginary ship and an imaginary target, are moved so as to indicate the relative positions of these imaginary ships on the translucent plate. This arrangement permits observation on the plotting surface of the speed and course of not merely one but of two ships, and also of the bearing and range of each to each. The two ship indicating lights are carried by separate carriages each of which is mounted be-. neath the translucent plate for independent movements. Each carriage may be moved North-South, East-West, or any component of such movements. The North-South movement of each carriage is effected by a step motor operatively connected to the carriage and the East- West movement is accomplished by a similar motor which is also operatively connected to the carriage. vided for effecting the desired movements of each carriage. In addition, the position of either carriage may be changed manually, independently of the other, at any time, either North-South or East-West, or both. This resetting of the carriages manually may be accomplished independently of the N-S or E-W step motors and their Thus, a pair of step motors is prorespective operating connections to the carriages.

A control unit is provided for supplying electric impulses to each pair of step motors that effects the movements, indicated above, of each carriage. Thus, a separate control unit is provided for moving'each carriage to cause the light carried thereby to indicate the track followed by the imaginary ship which the light represents. The design and construction of these control units is intricate, due to the necessity of having the limits and characteristics of the ships maneuverability conform, as to timing the rates of change of heading, to those of an actual ship. In our control unit, maneuverability computations take into account the following factors encountered in the maneuvering of an actual ship, for example, a USN destroyer: H I

1. On a sustained course (i. e., rudder-amidship) both the acceleration and deceleration must be representative of the ships response to commands for forward speed changes (not involving engine reversals).

2. On commands for change in rudderangle, the ship:

(a) Will continue initial course without appreciable change in either course or speed forapproximately 15 sec.;

(1)) Will thereafter change its-heading at a gradually accelerated rate until the rate of change-of heading equals that of the ship in its turning circle, this period of heading accelerationrequiring approximately 20 see; 7 V

In that period between the start of the change in the ships heading and the reaching of the turning circle, the ships approach speed will gradually reduce or decay until the constant speed in the turning circle is reached;

v (d) While in a turning circle, the ships speed will be approximately 80% of that prior to the start of change in the ships heading; and

(e) Sustained rudder angle will cause the ship to track in coincident turning circles. I

"3. The diameter of the turning circle is a functionof both the approach speed and the-rudder angle. I

The control unit which We have designed will move the carriage which is controls in such a manner that all of the above-indicated characteristics of maneuverability of an actual ship are simulated realistically. Thus, our apparatus will project a lighton-a translucent plotting surface and the movement of such light relative to the plotting surface will have all the maneuver characteristics of all-SN destroyer in a calm sea, except for:

(a) The effect of engine reversals which are not provided for in our control unit;

(1)) The rate of speed deceleration in our control unit is the same as that of acceleration which does not exactly duplicate the action of an actual ship;

(0) The effects of wind and water.

The preferred embodiment of our invention is illustrated in the accompanying drawings wherein similar characters of reference designate corresponding parts and wherein:

Fig. 1 is a perspective view of the double plotting or tracing table of my apparatus.

Fig. 2 is a plan view of the table.

Fig. 3 is a horizontal sectional view of the table taken substantially along line 33 of Fig. 4.

Fig. 4 is a vertical sectional view of the table taken substantially along line 4-4 of Fig. 3.

Fig. 5 is a top view. partly broken away, of one of-the multi-speedgear units of the table which 4 is part of the mechanism that moves one of the carriages of the table.

Fig. 5a is a plan view, partially broken away, of a clutch unit which may be associated with the gear unit of Fig. 5. I

Fig. 6 is a vertical sectional view taken substantially along line 66 of Fig. 5.

Fig. 7 is a vertical sectional view taken substantially along line l-l of Fig. 5.

Fig. 8 is a vertical sectional view taken substantially along line 88 of Fig. 5.

Fig. 9 is a view, mainly in vertical section, of a plunger used in resetting the gears of the unit shown in Fig. 5 to change the speed of movement of the carriage.

Fig. 10 is a vertical sectional view taken substantially along line iii-4 ll of Fig. 5.

Fig. 11 is a vertical sectional view taken substantially along line l l--! l of Fig. 5.

Fig. 12 is an end elevational view, partly broken away, of one of the standards which supports a carriage track and part of the mechanism for moving the carriage.

Fig. 13 is a side elevational view of the stand ard of Fig. 12.

Fig. 14 is an end view of another type of standard which supports a carriage track andpart of the mechanism for moving the carriage.

Fig. 15 is an end view of another type of standard which supports a pulley carrying shaft.

Fig. 16 is a perspective view, partly broken away, of one end or" a movable track structure for supporting one of the carriages.

Fig. 17 is a perspective view of theother' end of the structure indicated in Fig. 16.

Fig. 18 is a side elevational view of one of the carriages and the light carried thereby.

Fig. 19 is an end view of the carriage of Fig. 18.

Fig. 20 is a side elevational view, partly broken away, of the other carriage.-

Fig. 21 is a view, mainly in section, of'an au= tomatic clutch which forms part of the mechanism for moving one of the carriages.

Fig. 22 is a diagram of the electrical wiring of the table.

Fig. 23 is a diagrammatic view of a suggested layout for use of my'ap paratus in a C10 school.

Fig. 2a is a plan view of the housing of the control unit of my apparatus.

Fig. 25 is a side elevational view of the housing of the control unit shown in Fig. 24..

Fig. 26 is an end view of the housing of the control unit shown in Fig. 24.

Fig. 27 is a top view of the mechanism of the control unit.

Fig. 28 is a View of one side of the mechanism of Fig. 27 taken along line 2328 of Fig. 27.

Fig. 29 is a vertical sectional view taken along line 29-29 of Fig. 2'7.

Fig. 30 is a vertical sectional view of a portion of the control unit that operates the rudder angle indicator.

Fig. 31 is a horizontal sectional view taken along line 3l-3i of Fig. 30.

Fig. 32 is a vertical sectional view taken along line 32-32 of Fig. 30.

Fig. 33 is a verticalsectional view taken along line 33*33 of Fig. 30.

Fig. 34 is a horizontal sectional 'view taken along line 34-44 of-Fig. 33.

Fig. 35 is a horizontal sectional view along line 35-45 of Fig. 33.

Fig. 35a is a view showing the relative positions of the switch structures of Figs. 34*and' 35.

it taken 

